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UNIVERSITY  OF 
ILLINOIS  LIBRARY 

AT  URBANA-CHAMPAIGN 
STACKS 


REPORT 


OF 


ROBERT     FARIES, 

CIVIL    ENGINEER, 


ON  THE 


'     i 


1 


SURVEYS   TO   AVOID   THE   INCLINED   PLANES     , 

ON  THE  \ 

ALLEGHENY    PORTAGE    RAILROAD.  : 


"^ 


Canal  Commissioners'  Office,  ) 

Harrishurg ,  February  7,  1851.  ) 

Hon.  John  Cessna, 

Speaker  of  the  House  of  Rej^resentatives-: 

Sir,  — The  Board  horewitli  transmit  the  report  of  Robert  Furies,  lisq.,  the  engineer 
cppoiuted  in  pursu".nce  of  the  Act  of  the  10th  May,  1850,  to  make  a  survey  of  a  route 
to  avoid  the  Inclined  Phmcs  on  the  Allegheny  Portage  Puiilroad. 

I  have  the  honor  to  be, 

Very  respectfully. 

Your  obedient  servant, 

ISRAEL  PAINTER, 

Presidc7it. 


\ 


41q5^'^ 


/^ 


i 


REPORT. 


To  the  Board  of  Canal  Commissioners  of  Pennsylvania. 

Gentlemen  : — The  fcilloAving  report  of  a  preliminary  survey,  to  avoid  the  incline<l 
planes  on  the  Portage  Railroad,  is  respectfully  submitted. 

The  Act  of  the  Legislature  directs  the  survey  of  a  route  to  avoid  the  five  western, 
and  as  many  of  the  eastern  planes  as  may  be  practicable.  It  would,  therefore,  seem 
to  contemplate  an  improvement  of  the  greatest  practical  utility,  to  facilitate  the  trade 
that  may  be  brought  upon  it  from  the  eastern,  and  western  divisions  of  the  main  line 
of  the  State  Canals,  at  Hollidaysburg  and  Johnstown. 

Previous  surveys  having  demonstrated  that  the  five  western  planes  could  easily  be 
avoided ;  and,  at  a  reasonable  expenditure,  my  attention  in  the  first  place  was,  there- 
fore, more  particularly  directed  to  the  eastern  slope  of  the  mountain,  from  the  summit 
to  Hollidaysburg. 

Much  valuable  information,  on  this  point,  was  obtained  from  the  reports  of  surveys 
made  at  different  times  throughout  that  particular  section  of  country  ;  but,  more  par- 
ticularly, from  the  able  report  of  Charles  L.  Schlatter,  Esq.,  Civil  Engineer,  who 
conducted  the  survey  for  a  continuous  railroad  from  Ilarrisburg  to  Pittsburg,  during 
the  seasons  of  eighteen  hundred  and  thirty-nine,  and  forty,  upon  which  all  subsequent 
t^urveys  appear  to  have  been  based. 

The  lowest  available  depression  of  the  mountain,  is  fou)id  to  be  at  Sugar  Pvun  Gap, 
noticed  by  j\Iajor  Long  as  early  as  eighteen  hundred  and  twenty-six,  subsequently  con- 
firmed by  Mr.  Schlatter,  and  more  recently  by  the  surveys  made  by  the  engineers  of 
the  Central  Railroad  Company  :  It  also  presents  greater  natural  advantages  for  con- 
ptructing  a  cheap  tunnel  line,  than  any  other  point,  by  which  the  eastern  and  west-em 
divisions  of  the  main  line  of  the  State  canals  can  be  united  by  a  railroad. 

By  locating  the  eastern  entrance  for  a  tunnel,  one  hundred  and  sixty  feet  below  the 
ffummit  of  the  gap,  the  depression  from  this  point  to  the  foot  of  Plane  No  10,  is  found 
to  be,  only,  one  thousand  and  fifty-two  feet,  and,  by  carrying  a  grade  of  one  foot  in  the 
hundred,  equal  to  fifty-two  feet  and  eight-tenths  per  mile,  through  a  tunnel  to  the  west- 
ern side  of  the  mountain,  the  length  of  the  tunnel  will  not  exceed  two  thousand  three 
hundred  feet. 

Mr.  Thompson,  Chief  Engineer  of  the  Pennsylvania  Central  Railroad  Company,  in 
his  Second  Annual  Report  to  the  Directors,  remarks,  that  ''during  the  past  summer, 
an  actual  location  was  made  of  the  main  line,  from  Altona  to  the  summit  of  the  moun- 
tain, and  that  the  ascent  is  accomplished  in  twelve  and  a  quarter  miles,  by  a  maximum 
gradient  of  eighty-four  and  a  half  feet,  on  straight  lines,  reduced  on  curves,  according 
to  their  diameter,  to  seventy-five  feet  upon  those  of  minimum  radii."  He  also  further 
remarks,  that  ''to  decrease  the  expense  of  crossing  Kittaning  and  Bergoon's  runs, 
and  some  smaller  branches  of  the  latter  stream,  the  tunnel  at  Sugar  Run  Gap  hag 
been  lengthened  to  eleven  hundred  yards,  which  reduces  the  elevation  to  be  overcome, 
from  the  foot  to  the  summit  of  the  mountain,  to  nine  hundred  and  sixty-five  feet.  By 
this,  it  appears  that  the  elevation  to  be  surmounted,  from  Altona  to  tlie  summit,  by 
the  located  line  of  the  Central  Railroad,  is  actually  only  eighty-seven  feet  less  than  the 
elevation  which  has  to  be  overcome  from  the  foot  of  Plane  No.  10  to  the  eastern  en- 
trance of  the  proposed  tunnel;  and  that  the  Central  Road  will  require  a  tunnel  one 
thousand  feet  longer  than  the  road  to  avoid  the  planes. 

Having  a  high  opinion  of  Mr.  Thompson,  as  a  practical  engineer,  and  also  having; 


6  REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER. 

great  ConStlonce  iu  the  judgment  of  his  associate,  and  assistants,  who  located  the  line, 
1  deemed  it  unnecessary  to  examine  the  country  lying  between  Altona  and  the  sum- 
mit of  the  mountain,  as  the  ground  over  which  a  line  would  have  to  be  carried  hi: d  been 
thoroughly  explored  during  the  past  three  years,  and  it  was  not  to  be  presumed  that 
much  additional  information  could  be  obtained  by  any  further  examinations;  indeed, 
I  have  no  doubt,  but  that  the  location  made  ia  as  judicious  and  as  economical  as  the 
character  of  the  country  will  admit  of;  particularly  one,  the  surface  of  M'hich  presents 
j*o  bold  and  broken  an  outline:  I  therefore  determined  at  once  to  examine  the  ground 
south  of  Sugr.r  Run,  between  the  summit  and  the  foot  of  Plane  No.  ]0,  the  fii-st  plane 
after  leaving  Hollidaysburg,  and  three  and  three-fourth  miles  west  of  that  place. 

The  peculiar  topogi-aphical  feature  of  the  mountain  spurs  lying  between  IBlair'^ 
Gap  and  Kittaning  Gap,  is  to  elongate  to  the  south,  and  shorten  off  to  the  north  ;  thia 
tiicurnstance,  together  with  the  fact  that  a  southern  location  from  the  cast  end  of  the 
tunnel  would  bring  the  line  more  immediately  in  the  vicinity  of  the  present  road,  and 
thus  eniiblc  the  lines  to  be  connected  wherever  it  would  he  found  practicable,  strength- 
ened my  mind  more  fully  in  favor  of  a  line  south  of  Sugar  Run ;  and  in  order  to  test 
the  practicability  of  a  grade  to  coincide,  as  nearly  as  might  be,  with  the  maximum 
f'rade  of  the  present  road  between  Hollidaysburg  and  the  foot  of  I*lane  10,  I  adopted 
a  or;ide  of  fifty-five  feet  per  mile,  the  maximum  grade  on  the  present  road  being  fifty- 
four  feet  per  mile  ;  but,  at  the  same  time,  kept  in  view  lines  with  gradients  from 
seventy  to  ninety-five  feet  per  mile,  and  examined  the  character  of  the  ground  lower 
down  the  slope  of  the  mountain,  conceding  to  the  higher  gradients,  by  running  dis- 
tinct lines  at  all  points  where  there  was  a  probability,  or  apprehension,  of  not  obtain- 
in^  suitable  ground  for  the  purpose :  The  result,  however,  proved  more  favorable  than 
I  had  anticipated. 

The  spur  of  the  mountain,  lying  between  Sugar  Run  and  Blair's  Gap,  continues  bold 
and  maintains  a  corresponding  elevation,  in  a  great  measure,  with  the  summit  at  Sug;:r 
Run  Gap  for  nearly  six  miles;  it  then  breaks  off  to  a  much  lower  elevation,  and  is 
divided  into  two  ridges  by  Fetter's  Run,  which  heads  at  the  base  of  the  main  spur,  and 
runs  parallel  with  Sugar  and  Blair's  Runs.  To  maintain  the  grade  of  fifty-five  feet  per 
mile,  the  line  had  to  be  carried  round  the  main  spur  of  the  mountain,  and  run  up  into 
Blair's  Gap  as  far  as  Fries'  Tavern,  some  distance  above  the  foot  of  plane  No.  8.  At 
this  point  the  grade  struck  into  the  ground,  and  it  became  necessai-y  to  adopt  a  switch, 
and  descend  with  the  line  on  the  same  side  of  the  mountain  spur ;  the  line  then  passes 
over  the  ridge  Iving  between  Blair's  Gap  and  Fetter's  Run,  through  Steiuholtz's  Gap ; 
thence  along  the  same  ridge  on  the  South  side  of  Fetter's  Run,  winding  round  the 
noint  of  the  hill  opposite  the  head  of  plane  No.  10 ;  continues  along  the  slope  of  the 
hill  until  the  grade  reaches  favorable  ground  for  crossing  the  valley  to  the  South  side 
of  Blair's  Run,  near  the  head  of  Plane  No.  9;  thence  running  parallel  with  the  plane, 
crosses  it  about  one-third  of  the  way  up;  continues  in  the  vicinity  of  the  present  road, 
and  strikes  the  level  about  half-way  between  Plane  No.  9  and  Plane  No.  10 ;  continues 
en  and  along  side  of  said  level  until  it  reaches  the  head  of  Phxnc  No.  10,  where  it 
■nasses  through  the  hill ;  crosses  a  .small  stream  putting  into  Blair's  Run,  ut  the  foot  of 
the  plane,  and  pas.se5  thvtnigh  tlie  dividing  ridge  bctv/ccn  said  run  and  Dry  Run ; 
thence  down  the  valley  i>f  Dry  Run,  and  intersects  the  level  of  the  present  road  near 
l>uncan';ville,  about  three  miles  above  the  Canal  Baiin  at  Hollidaysburg;  the  whob 
distance,  after  htwing  revised  the  line,  and  improved  tl-.e  curves  at  different  points,  it 
f.und  to  be  nineteen  miles  and  two  thousand  feet;  which  gives  a  continuous  grade  of 
fifty-six  feet  per  mile,  rcqxiiring  a  maximum  grade  of  sixty  feet  on  straight  lines,  with 
a  correPTwndinc-  reduction  on  curves,  to  fifty-two  feet  upon  tho.se  of  minimum  radii. 
The  estimated  cost  for  gr.iding  and  masonry  for  a  doable  track  is  four  hundred  and 
eiehtv-Sve  thousand  dollars;  and  for  the  sui>erstructure,  including  ballast,  three 
hundred  and  sixty-five  thousand  dollars. 

To  det^^ruiine  the  practicability  of  a  line  w^ith  gradients  of  ninety  feet,  requiring  the 
maximum,  on  straight  lines,  to  be  ninety-five  feet  per  mile,  reduced  to  correspond  on 
curves,  it  became  ncees.^ary  to  ascertain  the  elevation  of  the  dividing  ridge  between 
Sugar  Run  and  Fetter's  Run.    By  running  a  line  of  levels  down  the  slope  of  the  moua- 


EEPOKT  OF  ROBERT  FARIES,  CIVIL  ENGINEER.  7 

tain,  it  was  found  to  be  fcur  hundred  and  fifty  feet  below  the  entrance  of  the  proposed 
tunnel,  and  the  distance  five  miles.  Ilavinp:  ascertained,  b}-  the  levels  of  the  first 
line,  the  depression  of  Weir's  and  Seinholtz's  G.vp^,  it  becamo  evident  that  not  only 
a  ninety  feet  grade  could  be  adopted,  but  also  that  line?,  with  seventy  or  eighty  feet 
grades,  might  be  obtained ;  the  only  difference  in  the  location  of  any  of  the  lines,  with 
higher  gridicnts  than  that  of  the  first,  for  five  mihs,  C(  mmencing  at  tlio  eastern  end 
of  the  tunnel,  is,  that  they  are  thrown  fn-thcr  down  the  slope  of  the  mountain. 

The  seventy  feet  grade,  requiring  a  maximum  of  seventy-five  feet  on  straight  lines, 
would  pass  through  Weir's  Gap  at  the  lowest  point;  thence,  along  the  north  sideof  Blair'.s 
Gap,  to  a  point  opposite  Plane  No.  S;  curve  across  the  flat  j  cut  through  the  present 
road  at  the  foot  of  the  plane  ;  strike  on  to  the  level  below,  and  tlicn  continue  along 
side  of  the  present  road  until  it  meets  th-!  first  line  ;  it  then  occupies  the  same  ground^ 
only  varying,  occasionally,  to  suit  the  diff^-rence  in  grade  between  it  and  the  first  line, 
until  it  intersects  the  present  road  at  Diineun:-;vi!le.  The  whol-  distance,  from  the 
cast  end  of  the  tunnel,  being  fifteen  and  a-half  miles :  Estimated  for  grading  and  ma- 
sonry, for  a  double  track,  at  three  hundred  and  ninety-five  thousand"  dollars,  and  for 
superstructure  of  road,  including  ballast,  two  hundred  and  eighty-five  thousand  dol- 
lars. 

An  eighty  feet  grade,  instead  of  passing  through  Weir's  Gip,  would  coatinuo  ou 
the  south  side  of  Fetter's  Run;  pass  over  Seiuholtz's  Gap,  still  continue  on  the  sams 
side  of  the  ridge  a)>out  a  mile  further,  then  curve  round  the  point  of  the  hill  opposite 
Plane  No.  10,  and  pass  along  the  slope  of  the  hill  on  the  noi-th  side  of  Blair's  Run, 
until  favorable  ground  is  met  with  for  crossing  the  valley  of  said  run.  It  would  then 
descend  on  the  south  side  of  the  run,  and  connect  with  the  present  road  at  the  foot  of 
Plane  No.  10.  Estimated  cost  for  grading  and  masonry,  three  hundred  and  five 
thousand  dollars,  for  superstnxcture  double  track,  including  ballast,  two  hundred  and 
fifty  thousand  dollars.     Whole  distance  thirteen  and  one-fourth  miles. 

The  ninety  feet  grade,  after  passing  over  the  dividing  ridge  between  Sugar  Run  and 
Fetter's  run,  would  continue  along  the  ridge  ou  the  south  side  of  Fetter's  Run,  wind 
round  the  point  opposite  Plane  No.  10;  coutinae  a  short  distance  along  the'  slope  of 
thchill  on  the  north  side  of  Blair's  Run,  curve  across  the  vailej'  of  said  ran  with  a 
radius  of  fifteen  hundred  feet,  descend  the  valley  on  the  sotith  side,  and  intersect  with 
the  level  of  the  }n-esent  road  at  the  sa?ue  point  as  the  eiglity  feet  grade,  the  distance 
being  eleven  and  three-fourth  miles.  Estimated  to  cost  for  gi-ading'^and  misonryfor  a 
double  track,  two  hundred  and  eighty  thousand  dollar.^,  and  for  superstructure  includ- 
ing ballast,  two  hundred  and  twenty  thousand  dollars. 

The  tunnel  at  Sugar  Run  Gap,  two  thousaud  three  hundred  feet  in  length,  with  a 
double  track  through  it,  is  estimated  to  eo.^t  one  hundv-.d  and  sixty-five  thousand  dollars. 

WESTERN  SLOPE  OF  THE  MOUNTAIN, 

Commencing  at  the  \re'i,t  end  of  iha  proposed  tunn.el,  the  line  pa&i^es  down  one  of  th3 
tributaries  of  Clearfield  Creek,  winds  round  the  slope  of  a  hill,  croasea  another  of  the 
tributaries  of  Clearfeld,  and  passes  through  the  dividing  ridge  between  the  latter  stream 
a!id  Jjaurol  Swamp  Sumniit.  It  is  then  Cirriod  across  the  svvamp  with  a  light  embank- 
ment, and  continued  down  I^.urel  Run,  one  of  the  tributaries  of  the  Ci-nemaugh  River, 
and  along  on  the  south  side  of  said  river,  generally  over  -^-ery  favorable  ground,  occu- 
pying in  most  pl-.ces  the  same  locality  as  the  line  ran  by  Mr.' Schhttter,  until  it  striker-* 
Plane  No.  3,  soiiio  distance  above  the  foot.  At  this  point,  iu  order  to  avoid  a  heavy 
embankment,  and  a  culvert  across  Ben's  Creek,  and,  also,  a  cut  between  Ben's  Creek 
and  Beaver  Dam  Run,  it  curves  on  to  the  plane,  pisses  over  the  present  culvert,  runs 
on  to  the  level  between  Plane  No.  3  and  Plane  No.  2,  and  continues  over  and  along 
side  of  said  level  a  .short  distance,  then  pas.ses  rou)vd  the  hill  at  the  head  of  No.  2^ 
crosses  the  plane  about  one-third  of  the  v/ay  up,  and  t-^ritinues  along  near  the  top  of 
the  hdl  south  of  the  foot  of  the  plane,  crosses  Deuninger's  Run,  and  aftrr  passing  along 
ou  favorable  ground  less  than  a  mile,  crosses  the  Cnnomaugh  River  and  intersects  with 
the  present  road  on  the  level  between  Plane  No.  1  and  Plane  No.  2,  one  mile  below 
the  foot  of  Plane  No.  2 ;  the  distance  from  the  west  end  of  the  tunnel  to  the  intcrsoe- 


8 


REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER. 


tion  being  twelve  miles  and  seventeen  hundred  feet;  which  has  been  estimated  to  cost, 
for  grading  and  masonry  for  a  double  track,  two  hundred  and  ten  thousand  dollars, 
and  for  superstructure,  including  ballast,  two  hundred  and  seventy  thousand  dollars. 
The  present  portage  road  is  then  adopted  as  the  line  for  the  distance  of  ten  miles,  to 
a  point  five  thousand  feet  below  the  stone  viaduct  at  the  Horse  Shoe  Bend.  The  line 
then  continues  nearly  parallel  with  the  line  of  the  Central  Railroad,  occupying  the 
intermediate  space  between  it  and  the  portage  road,  until  it  approaches  the  tunnel  hill 
at  the  head  of  Plane  No.  1.  It  then  curves  across  the  line  of  the  Central  Railroad 
and  the  Concmaugh  River,  and  strikes  the  hill  on  the  south  side  of  said  stream,  so  as 
to  gain  a  position  to  recross  the  Conemaugh,  and  diagonally  again  recross  the  line  of 
the  Central  Railroad  in  the  deep  cut  through  the  tunnel  hill,  thereby  materially  de- 
creasing the  expense  of  the  cut,  and  bringing  the  line  in  a  position  with  a  moderately 
easy  curve,  to  follow  the  slope  of  the  hill  and  cross  Plane  No.  1  about  half  way  up  it, 
and  then  to  strike  along  the  side  of  the  mountain,  and  run  parallel  with  the  level  be- 
tween the  foot  of  Plane  No  1  and  Johnstown,  until  the  grade  strikes  said  level  two 
miles  above  Johnstown.  The  distance  from  the  point  on  the  long  level  below  the 
stone  viaduct,  to  the  intersection  with  the  level  above  Johnstown,  being  four  miles 
and  a-half.  Estimated  to  cost  for  grading  and  masonry,  eighty-five  thousand  dollars, 
and  for  superstructure  for  a  double  track,  including  ballast,  eighty-five  thousand  dollars. 
On  the  Western  slope  the  grade  was  varied  to  suit  the  ground,  the  maximum  adopted 
being  fifty-two  and  eight-tenths  feet  per  mile,  which  occurs  in  one  instance  going 
West,  for  sixteen  hundred  feet,  to  decrease  the  expense  at  the  summit  between  Clear- 
field Creek  and  Laurel  Swamp  Summit.  The  maximum  grade,  however,  can,  when  a 
permanent  location  is  made,  be  reduced  to  fifty  feet,  without  increasing  the  expense. 
In  no  case,  on  any  of  the  lines,  either  on  the  Eastern  or  Western  slope,  need  the  cur- 
vature be  decreased  below  seven  hundred  and  nineteen  feet  radius,  equal  to  eight  de- 
grees deflection  in  a  hundred  feet,  except  on  the  line  with  seventy  feet  grades.  In 
one  instance  on  this  line,  curving  round  at  the  foot  of  Plane  8,  a  radius  of  five  hun- 
dred and  twenty-five  feet  had  to  be  adopted,  equal  to  eleven  degrees  in  a  hundred  feet ; 
some  of  the  most  important  roads  in  the  Union  have  curves  of  as  short  radii.  On 
the  long  level  of  the  Portage  Road,  between  Plane  No.  1  and  Plane  No.  2,  the  radius 
of  one  of  the  curves  is  only  four  hundred  and  fifty  feet,  with  a  complement  of  nearly 
one  hundred  and  eighty  degrees.  Severe  curvature,  however,  should  never  be  resorted 
to  where  it  can  possibly  be  avoided  by  an  expenditure  that  would  be  considered  within 
the  bounds  of  prudence.  The  line  from  the  East  end  of  the  tunnel  to  Johnstown  is 
common  to  all  the  lines  between  that  point  and  Hollidaysburg,  and  the  respective  lines 
will  compare  with  each  other,  from  Hollidaysburg  to  Johnstown,  in  point  of  cost,  as 
follows  : 


Line  JVb,  1. — Maximum  Grade  Sixti/  Feet. 


DISTANCES. 


From  JDuncansville  to  cast  end  of  tunnel; 
distancce  19 1  miles 

Tunnel,  length  2,300  feet    - 

From  cast  end  of  tunnel  to  intersection ") 
with  level  between  plane  1  and  2 ;  dis-  [- 
tance  12  miles,  1,700  feet  -         -      ) 

From  a  point  5,000  feet  below  Stone  via-S 
duct,  to  a  point  2  miles  above  Johnstown ;  V 
distance  4 1  miles     -         -         -         .      j 


Total  cost 


tost  of 

Grading  and 

Masonry. 


^485,000 


!10,000 


85,000 


$780,000 


Custol  Super- 
structure. 
Doiihlj  Track 


$365,000 

270,000 
85,000 


$720,000 


Cost  of  Tunnel. 
Double  Track. 


1165,000 


$165,000 


$1,665,000 


REPORT  OF  ROBERT  PARIES,  CIVIL  ENGINEER. 
Line  No.  2. — Maximum  Grade  Seventy-five  Feet. 


DISTANCES. 


From  Duucausville  to  east  cud  of  tunnel, 
distance  15]  miles  ... 

Tunnel,  2,300  feet  long        -         -         - 

From  west  end  of  tunnel  to  intersection"^ 
with  level  between  plane  1  and  2;  dis-  - 
tance  12  miles,  1,700  feet  -         -      ) 

From  a  point  5,000  feet  below  stone  via-'j 
duct  to  a  point  2  miles  above  Johnstown ;  V 
distance  \l  miles  ...  ) 


Cost  of 

Grading  and 

Masonry. 


6395,000 

210,000 
85,000 


Cost  of  Siiper- 

struciure. 
Double  Track 


6285,000 

270,00 
85,000 


6690,000 


6640,000 


Cost  of  Tunnel. 
Double  Track. 


6165,000 


6165,000 


Total  cost 

Line  No.  3 — Maximum  Grade  Eigliti/five  Feet. 


61,495,000 


DISTANCES. 

Cost  of 

Grading  and 

Masonry. 

Cost  of  Super- 

structnre. 
Double  Track 

Cost  of  Tunne'. 
Double  Track. 

From  the  foot  of  plane  10,  to  ca.st  cud  of) 
tunnel;  distance  13 J  miles       -         -      j 

Tunnel,  2,300  feet  long 

From  west  end  of  tunnel  to  intersection  ~\ 
with  level  between  plane  1  and  2 ;  dis-  v 
tance  12  miles,  1,700  feet          -         -      ) 

Fi-om  a  point  5,000  feet  below  the  Stone  ^ 
viaduct,  to  a  point  2  miles  above  Johns-  K 
town;  distance  4j^  miles  -         -         -     J 

6305,000 

210,000 
85,000 

6250,000 

270,000 
85,000 

6165,000 

6600,000 

6605,000 

6165,000 

Total  cost 

Line  No.  4 — Maximum  Grade  Ninety-five  Feet. 


61,870,000 


DISTANCES. 

Cost  of 

Grading  and 

Masonry. 

Cost  of  Super- 
structure. 
Double  Track 

Cost  of  Tunnel. 
Double  Track. 

From  the  foot  of  plane  10,  to  east  end  of  ) 
tunnel;   distance  11 1  miles       -         -      j 

Tunnel,  2,300  feet  long 

From  the  west  end  of  tunnel  to  intersec- ') 
tion  with  level  between  plane  1  and  2;  [■ 
distance  12  miles,  1,700  feet    -         -      j 

From  a  point  5,000  feet  below  the  Stone  ^ 
viaduct  to  a  point  2  miles  above  Johns-  >■ 
town;  distance  42  miles  -         -         -      j 

6280,000 

210,000 
85,000 

6220,000 

270,000 
85,000 

6165,000 

6575,000 

6575,000 

6165,000 

Total  cost 


61,315,000 


la 


EEPOKT  OF  KOKERT  FAKIES,  CIVIL  ENGLVELT?. 


RECAPITULATION  OF  THE  BIFFEEENT  IJNES'. 


:«>.  or  LWE. 

per  raile. 

Length  of  line, 
including  su-  h 
porjians  of  the 
Portage  rrad  as 
it  is  proj'osc'd 
to    ocfiipj. 

Ti'tal  eosi  of  the- 
proposed   neve 

w.irk. 

Line  No.  1  - 

Line  No,  2  ...            - 

Lino  No.  3  - 

Line  No.  4  - 

60  feet. 
75    « 
8:>    « 
95    " 

51 1  miles. 
47|     " 

ei,6G5,G0O 
1,495,000 
1,370,000 
l,'U5,00a 

The  following  table  sbo^rs  the  relative  prcportioii  cf  net  ■acight,  to  tbe  gross  weight,, 
{hat  a  freight  engine  of  20  tons  ^Yi\\  draw  oa  a  GO  feet  grade^  and  al.so  on  a  95  fee* 
grade,  at  difre\'eat  degrees  of  adhesdoa,  calexxlating  the  ton  at  2,000  poinds-;  frictioa 
7*  pounds  per  ton. 


CRADE. 


Prn[>union  of 
ad  lies!  ve  poorer 
toNVfigtii  oS  en- 
sine. 


G  0:<s  weight  III ;  Grijss  wfighi  in 


Adhesive  po^weij  tons,    irizliidij:^  i  Uu.Sy  fxeliisive  I  Net  weighj  ii» 
in  puBHdj. 


60  feet. 


u 

iC 

u 


95  ^ec^, 
u 


a 


J 

4 
J 

_l 

m 

3 

2(> 

I 

3  2 

1 

4 

t 

S 

\ 

IS 

J_ 

2  0 
1_ 

3  2 


I 


eBgiise  aiid  ten- 
der  of  10  tun*. 


10,000 
5,000 
2,500 
2,000 
1,250 

10,000 
5,000 
2.500 
2,000 
1,250 


335-8 

170-4 

87-7 

714 

46-6 

233-4 

118-4 

60-^ 

47 

33 


of    engine 
eiider. 


and 


tons. 


?05 

152-5 

140-4 

70-2 

57-7 

28-8 

411 

20-5 

16-6 

8--^ 

203-4 

101-7 

88. 4 

V        44-2 

SO-3 

15  5 

17 

8-5 

o 

O 

It  Trill  be  seen  by  the  foregoing  table,  that  the  proportion  of  ii':;t  toanage  to  tl*,? 
gross  l'3ad  decP3ases  on  a  ninety-five  feet  grade,  ia  a  much  gi-eater  ratio  than  it  does 
on  a  sixty  feet  grade  j  the  resistance,  oxring  to  gravity,  iiicyeases  as  the  grade 
increases;  the  engine  and  tender  constitutes  pavt  of  the  gix>ss  \o■^d,  consequently  the? 
po\Tcr  and  adhesion  re<:|mred  niust  bi  in  an  increased  ratio  to  aeeompli^h  the  same^ 
lesult  OQ  a  ninetj'-five  feet  grade,  as  on  a  sixty  feet  grade. 

In  eouiputing  the  net  tounagv,  t!ie  weight  of  the  cars  is  taken,  ton  fo^r  tea,  of  net 
veigbt.  The  net  weight  •will,  a\ore  fsequcntly,  be  less  than  greater,  oiling  to  saoritT 
or  less  of  empty  car*,  that  \nll,  fsoK^  necessity,  be  attached  to  almo&t  every  train; — 
irith  a  tn^iu  of  sc^'tiou  boat.-i,  taking  into  consideration  the  -jreight  of  the  truck,  the 
propcxtion  of  net  toonage  viH  lie  considerably  less  than  ton  for  ton. 

On  a  grade  of  sixty  feet  p-?r  mile,  with  one-twentieth  adhesioa,  the  wot  tonsiagc  ks 
foand  to  be  20-5  tcais;  -whereas  on  a  ninety-five  feet  grade,  with  the  same  adhe- 
sion, the  s:\iiae  engine  ■will  draw  b^t  S-5  ton?,  the  ?elatiyo  proportion  being  only 
iSi  one  is  to  ahout  two  and  €«ie-half, — rcqiviring,  when  the  rail  is  in  this  state,  two 
and  one-half  engines  to  do  the  same-  work  o«  a  ainety-five  feet  grade,  as  oae 
engine  wouM  d©  on  a  sixty  feet  grade.  This  laay  be  said  to  bo  an  extreme 
case;  btst  most  engineers  tskkc  one-eighth  of  the  weight  on  the  driving  wheels  for 
the  SYerage  of  the  a(lbe."?ive  power  to  be  relied  upon  throughcyat  the  year.  To- 
arrive  »t  this  average,  fom-  and  a-balf  months  mu.'jt  be  taken  at  one-foarth  of  the 
i^eight  on  the  drivers^  and  vscven  and  a-half  months  at  oue-twcutieth  of  the  weight  ou 


KEPORT  OF  ROBEKT  FARIES,  CIVIL  ENGINEER.  II 

the  drivers,  for  the  adhesive  power.  The  adhesion,  however,  is  just  as  fluctuating  a» 
the  atmosphere  by  which  it  is  cfFected;  but  in  a  mountainous  country,  for  at  least  six 
months  in  the  year,  one-half  of  the  time  the  adhesion  will  most  likely  not  exceed 
one-twentieth  of  the  weight  on  the  drivers.  The  practice,  when  the  engine  has  not 
sufficient  adhesion,  is  to  sand  the  rails;  this,  it  is  true,  gives  sufficient  adhesion  to 
move  the  train  for  the  time  being ;  but  it  is  generally  Avhen  the  track  is  in  its  worst 
state,  at  the  expense  of  two  or  three  revolutions  of  the  driving  wheels,  on  a  distance 
that  should  be  passed  over  by  one  revolution,  and  is  as  injurious  to  the  engine  and 
the  road  as  if  it  had  moved  three  times  the  distance,  or  one  engine  had  passed  three 
times  over  the  same  space. 

The  atmosphere  is  another  source  of  resistance;  when  it  is  at  perfect  rest,  if  the 
velocity  of  an  engine  docs  not  exceed  ten  cr  twelve  miles  an  hour,  the  resistance  to  a 
train  is  of  little  cousequence;  but  if  there  is  a  high- wind  opposing  the  train,  at  an 
angle  of  forty-five  degrees,  it  will  be  sensibly  felt.  The  force  of  a  strong  wind  on  a 
square  foot  of  surface,  by  observation  has  been  found  to  be  about  six  pounds. 

The  surface  exposed  by  an  engine  and  its  tender  alone,  when  running  at  an  angle  of 
forfy-HA'c  degrees  to  the  wind,  will  be  not  less  than  one  hundred  and  sixty  square  feet; 
therefore,  IGO  X  6  =  960  pounds.  The  gravity  on  a  grade  of  ninety -five  feet 
per  mile  will  be  thirty-six  pounds  per  ton.  An  engine  and  tender  weighing  thirty 
tons  will  exert  a  retarding  force  equal  to  30  X  36  =  1080  pounds;  one  thousand  and 
eighty  added  to  nine  hundred  and  sixty  make  two  thousand  and  forty  pounds — forty 
pounds  over  and  above  the  adhesive  power,  when  the  adhesion  is  one -twentieth  of  the 
weight  on  the  driving  Avhecls.  The  greatest  force  of  wind  that  has  been  observed  is 
set  down  at  157-3  during  a  hurricane.  High  winds,  it  is  well  known,  prevail  to  a 
greater  degree  in  a  mountainous  than  in  a  level  country. 

However  judicious  it  may  be  found  to  resort  to  high  gradations  for  short  distances, 
on  a  long  line  of  railroad  such  as  the  Pennsylvania  Central  Railroad,  or  the  Baltimore 
and  Ohio  Railroad,  it  would  seem  to  be  bad  policy  to  adopt  them  on  a  road  to  avoid 
the  inclined  planes  of  the  Portage  Road. 

From  Hollidaysburg  to  the  East  end  of  the  proposed  tunnel,  by  the  shortest  line 
that  is  submitted,  we  have  for  the  first  three  and  three-fourth  miles,  a  maximum  grade 
of  fifty-four  feet  per  mile  on  the  old  road,  and  on  the  line  from  the  foot  of  Plane  10, 
eleven  and  three-fourths  miles,  with  a  maximum  grade  of  ninety-five  feet  per  mile. 

If  we  take  the  adhesive  power  of  an  engine  of  twenty  tons  burthen,  at  one-eighth  cf 
the  weight  on  the  drivers,  as  the  average  throughout  the  year,  the  relative  proportion  of 
net  weight  which  an  engine  of  this  class  is  capable  of  hauling  on  the  respective  grades, 
will  be  as  72-7  tons  is  to  44-2  tons,  or  about  1  ton  to  1-64  tons.  Then  the  length  of 
the  high  grade  being  eleven  and  three-fourih  miles,  we  have  11-75  xrG4=19-£7  — 
11-75=7-52  miles  more  running  distance  with  the  engine  and  tender  than  the  actual 
distance  of  the  high  grade.  Two-thirds  of  the  wear  and  injury  to  a  road  may  safely 
be  set  down  as  attributable  to  the  engine  and  tender  alone. 

The  cost  of  the  repairs  on  the  Columbia  and  I'hiladelphia  Railroad  during  the  last 
year,  was  a  trifle  over  nine  hundred  dollais  per  mile.  The  average  for  the  railroads 
in  the  Eastern  States,  about  eleven  hundred  dollars  per  mile;  we  may  therefore  take 
a  thousand  dollars  per  mile  as  a  fair  average  upon  which  to  base  our  calculations. — 
The  estimated  cost  of  the  line  with  sixty  feet  grades  per  mile,  from  Duncansville  to 
the  East  end  of  the  tunnel,  stands  thi;s : 

For  grading  and  masonry        .  .  .  ,  .  $485,000  00 

For  superstructure      -  ....  .  .  365,000  00 

850,000  00 


12  REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER. 

The  estimated  cost  of  the  line  with  ninety-five  feet  grades  from  the  foot 
of  Plane  10,  to  East  end  of  tunnel,  thiis : 

For  grading  and  masonry  .  -  -  $280,000  00 

For  superstructure        .  .  -  -  220,000  00 

^  §500,000  00 

DiflFerence  in  favor  of  liigli  grade       ....  350,000  00 

Which  at  six  per  cent.  ...  6 

Amounts  to  ....  21,000  00 

The  entire  increase  of  running  on   the  high  grade,  to  convey  the  same  amount  of 

net  freight,  is  found  to  be  7-52  miles,  or  3-76  of  double  track.     The  distance  from 
Duncansville  to  foot  of  Plane  10,  0-74 -|-3-76  =4-50  miles. 

The  following  statement  exhibits  the  running  expenses  chargeable  to  an  engine 
during  the  year  : 

For  312  days  of  locomotive  engine,  at  S2  00  per  diem       -             -  ^624  00 

For     "     ''          firemen,  at  |1  20              -             -             -             -  374  40 

For  600  cords  of  wood,  at  $1  20  per  cord               ...  720  00 

For  sawing  and  splitting  600  cords  of  wood,  at  40  cts.  per  cord      -  240  00 

For  repairs  of  engine         ..--..  100  00 

For  150  gals,  oil,  at  $1  50  -         -            -            -            •            -  225  00 

For  wear  and  tear  312  days,  at  ^2  per  diem           ...  624  00 

For  interest  on  cost  -         -             -             -             -             -             -  420  00 

g3,327  40 

The  length  of  the  line,  with  sixty  feet  gradients  from  Hollidaysburg  to  Johnstown, 
is  found  to  be  fifty. one  and  five-eights  miles;  an  engine  will  easily  make  a  trip  both 
ways  in  a  day  of  twelve  hours,  making  one  hundred  and  three  and  three-eighths  miles 
of  a  run.  The  increased  distance  of  running  to  convey  the  same  weight  on  the  ninety- 
five  feet  line,  as  on  the  sixty  feet  line,  has  been  shown  to  be  four  and  a-half  miles  of 
double  track,  or  nine  miles  of  single  track;  then  103-375-^9  =  y|.5  increase  of  the 
running  expenses  of  the  engine  chargeable  to  the  high  grade. 

The  present  business  of  the  road  will  require  about  ten  engines,  and  the  computed 
yearly  expenses  will  be  as  follows  on  the  respective  lines : 

Line  with  95  feet  grade  =^,327  40  x  10=^33,274  ~  11-5=S2,893 

X  $33,274= f  36,167 

Line  with  60  feet  grade=§3,327  40x10= 3^,274 

Difference  in  favour  of  low  grade  ....  S2,893 

Interest  saved  on  95  feet  grade  -  -  -  ?21,000  00 

Deduct  extra  expenses  of  running  -  -  -  2,893  00 

18,107  00 
To  which  must  be  added  for  repairs  on  extra  distance  of 

41  miles  i  of  -$4,500  ....  1,500  00 

Saving  at  the  present  time  on  high  grade  -  -  -  $19,607  00 

As  the  business  of  the  road  increases,  the  saving  on  the  high  grades  will  decrease. 
The  sub-structure,  or  road  bed,  when  once  made,  will  remain  permanent  throughout 
all  time.  The  running  expenses,  or  motive  power,  will  increase  in  a  direct  ratio  with 
the  trade.     If  the  tonnage  should  be  increased  seven  or  eight  fold,  the  lines  would  be 


REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER.  13 

brought  to  a  par,  thus :  $2,893  X  8  =  23,144  dollars,  $3,537  over  the  saving  on  the 
high  grade,  and  as  the  trade  would  increase  beyond  this  point,  the  saving  would  in- 
crease on  the  low  grade.  Independently  of  this  ciixumptance,  unforseen  contingencies 
detrimental  to  the  economical  working  of  the  road,  will  increase  in  a  greater  ratio  on  a 
line  with  high  grades  than  they  will  on  a  line  with  low  gradients. 

The  most  economical  arrangement,  so  far  as  the  requisite  power  of  the  steam  alone 
is  to  be  considered,  would  be  a  succession  of  inclined  planes  with  levels  between,  such 
as  the  present  portage  road.  The  requisite  power  of  steam  in  this  case,  is  the  amount 
that  is  sufficient  for  lifting  a  load  through  a  perpendicular  height,  equal  to  the  aggre- 
gate of  the  ascent,^,  plus  the  power  required  to  convey  the  same  load  over  a  level  dis- 
tance of  the  same  extent,  yet  practical  experience  has  not  pi'oven  that  inclined  planes 
is  the  most  economical  mode  of  working  a  road,  at  least  in  Pennsylvania ;  nor  can  I 
believe  that  gradients  as  high  as  eighty-five  or  ninety-five  feet  will  be  found  to  be  so, 
except  for  light  freight  that  will  afford  a  high  rate  of  tolls,  and  where  the  amount  of 
tonnage  to  be  passed  over  the  road  is  limited,  if  they  can  possibly  be  avoided  at  any 
reasonable  outlay. 

The  estimate  of  William  S.  Campbell,  Esq.,  the  present  superintendent  of  the  portage 
railroad,  for  motive  power,  trucks,  cars,  running  expenses,  &c.,  is  two  hundred  and 
twenty-two  thousand  six  hundred  and  six  dollars  and  twenty -eight  cents,  and  for  re- 
pairs, sixty-three  thousand  eight  hundred  and  twenty-five  dollars,  making  a  total  of 
two  hundred  and  eighty-six  thousand  four  hundred  and  thirty-one  dollars  and  twenty- 
eight  cents. 

The  difference  in  working  the  present  road,  compared  with  the  different  lines  to 
avoid  the  planes,  will  be  as  follows : 

Line  No.  1. — Maximum  Grade  Sixty  Feet. 

Total  cost  of  construction    -  - 

Land  damages         _.-.-.- 

Engineering  and  incidental  expenses  .  .  .  . 


Interest  on  $1,745,000  at  6  per  cent. 

Motive  poAver,  car,  and  truck  expenses 

Miscellaneous  expenses        -  -  -  -       . 

Depot  at  Hollidaysburg  and  Johnstown 

Horse  power  at  boat  slips,  Hollidaysburg  and  Johnstown 

Repairs  of  road  51f  miles,  at  $1,000  per  mile 

Total  expenses  -  -  -  - 


Estimated  Expenses  for  1851,  as  per  Report  of  W.  S.  Campbell.  ^ 

For  motive  power,  &c.         ------  $222  606 

For  Repairs  ,-,----  63  825 

$286  431 
Deduct  expenses  of  new  line  ...  -  -  241  325 

Saving  per  annum  ------  $45  106 


$1,665  000 

30  000 

50  000 

$1,745  000 

$104  700 

57  000 

10  000 

15  600 

2  400 

51  625 

$241  325 

U  REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER. 

Line  No.  2. — Maximum  Grade  Sevenfy-Jive  Feet. 

Total  cost  of  construction  .  .  .  .  - 

Land  damages  estimated  _  -  -  -  - 

Engineering  and  incidental  expenses  .  _  _  . 


Interest  on  $1,575,000  at  6  per  cent.  .  -  - 

Motive  power,  trucks,  cars,  &c.        .  .  -  - 

Miscellaneous  expenses        .  -  -  -  - 

Depots  at  HoUidaysburg  and  Johnstown      .  -  - 

Horse  power  at  boat  slips,  at  HoUidaysburg  and  Johnstown 
Repairs  of  47§  miles,  at  §1,025  per  mile     -  -  - 


81,495  000 

30 

000 

50 

000   « 

81,575 

000 

?94 

500 

59 

000 

U 

000 

15 

600 

2 

400 

48 

943 

Total  expenses     -  ^-  -  -  -  -  -  $231  443 

Estimated  Expenses  for  1851,  as  per  Report  of  ^Y.  S.  Campbell,  Superintendent. 

For  motive  power,  &c.         ------  $222  606 

For  repairs  -  -  -  -  -  -  -  63  825 

$286  431 
Deduct  expenses  of  new  line  -  -  -  -  -  231  443 

Total  sa-ving  per  annum  -----  $54  988 

Line  No.  3. — Maximum  Grade  Eiglity-jive  Feet. 

"Total  cost  of  construction  .  -  -  -  - 

Land  damages         ...---- 

l^ngineering  and  incidental  expenses  -  -  -  . 


$1,370 

000 

20 

000 

40 

000 

$1,430  000 

$85 

800 

60 

000 

12 

000 

I^ 

600 

2 

400 

47 

092 

(Interest  on  1,480,000,  at  6  per  cent  .... 

iMotive  power,  trucks,  cars,  &c.        .  .  .  -  - 

Miscellaneous  expenses       ------ 

Depot  at  HoUidaysburg  and  Johnstown        -  -  -  ^ 

ilorse  power  at  boat  slips,  HoUidaysburg  and  Johnstown     - 
{Repairs  45j  miles  -  -  -  -  -  - 

Total  expenses  $222  892 

Estimated  Expenses,  as  per  Report  of  ^Y.  S.  Camplell,  Superintendent  of  Portage 

Railroad. 

Q^or  motive  power,  &c.         ..----  $222  606 

iFor  repairs  -------  63  825 

$286  431 
Deduct  expenses  of  new  line  -----  222  892 

Total  saving  per  annum  ...  -  -  $63  539 


EEPOKT  OF  ROBERT  FARIES,  CIVIL  ENGINEER.  15 

Line  No.  4. — Mvucitnum  drmh  WiK,et^--Ji<}e.  FceL 

Yot»l  cost  of  constrac-tion  -  -  -  -  .  $1315  000 

Land  (k«ia«:es         ------.  '20  000 

Kugiiieciing  a&d  itiK^ideEit&i  esrjseEses  -  -  -  -  40  qqO 


laterest  on  0I,374&,OOO,  s.t  6  jjcr  ceat 

-Motive  poweir,  trucks,  ears,  .&a        _  _  _ 

.^liscellaacous  expanses         -  - 

Depot  at  Kollidaj's'feurg  and  Jokastown 

Slorse  power  at  slips,  HoHidaysburg  and  Johssto^ra 

iiepairs  of  4S|  aiiles,  at  l,GSO.per  juile 


P<tsrtage  RdihxmcL 

For  motive  po'wer,  &c         -----  _  ^,222  606 

Vov  repaire  -  ~  -  ,  _  _  ,  63  825 


§1,375 

000 

^2  500 

61 

500 

12 

50« 

i5 

606 

-2 

400 

45 

806 

§220  30G 

§286  431 
Ded«*5t  espe&^^ea  of  nom  Yir-it  -  _  -  _  _  220  S06 


Tots.1  sauEg  per  aEnuHe  -  _  -  _  .  §6(5  135 


It  is  confidently  bcIieTcd  tliat  tlio  rMiiijat<:d  cost  of  eil^er  -of  Wg  n.G^s  lines  will  be 
fonud  amply  suiScient  to  do  the  M^ork. 

Tke  presiut  road,  ^itli  ail  its  fist-urcs,  depots,  twenty  stationary  eagines,  buildingf?, 
snd  fixtures  at  ti?e  different  planes,  and  l^e  whtsic  road  laid  witk  a  "doubie  track,  in 
?he  most  substantial  manner,  on  stose  blocks,  er«opt  g«  tlie  plaaics,  cost  f  1,828,461  3o, 
the  wkole  length  being  tkirty-six  seven-tenth  miles.  The  estimate  for  the  most  costly 
route,  in  tke  first  instance,  has  been  shown  to  be  $1,745,000,  and  the  length  -of  new- 
road  te  be  made  is  thirty-soycn  thirtecii-t??eKtlotks  Kiifes.  It  may  1>e  suj^posed  that 
the  motive  power  and  espeEses  attendieg  it  ka^  been  estiniated  too  iov  when  com- 
pared with  the  Columbia  Raifeoad.  The  distance  fro?a  Philadelphia  to  Oolujnbia  is 
eighty-two  niiJcs,  and  gcuci-ally  tlic  engines  make  but  the  trip  one  way  in  a  <iay.  On 
the  proposed  road  to  avoid  the  inclined  jjlaccs  of  the  Portage  Road,  an  eagiue  will 
make  a  trip  botk  ways  iit  a  »iay,  witli  ease  ;  tlserefore  the  expenses  to  traasport  the 
came  amount  of  tonnage  will  not  cost  uaacfe  aaore  than  tlie  one-half  that  it  does  on 
the  Columbia  Road  per  mile.  Again,  the  runaiug  tiiae  on  the  Portage,  to  make  a 
fair  comparisott  with  the  present  road,  is  one-fourth  less,  during  the  year,  than  on  tke 
Columbia  Road;  and  the  fuel  alone,  for  each  engine,  costs  §1,200  per  aon«m  more 
on  the  Columbia  Road  than  it  doe^  on  the  Portage  Road,  The  expenses  of  the  ia- 
iuiined  plane  at  Philadelpliia  is  also  a  heavy  item  in  tlie  last  Annual  Report  of  the  Su- 
jpcrintendent. 

It  would  seem,  however,  not  the  true  policy  to  be  pursued  by  the  State  to  make  a 
double  track  road  at  the  present  time.  With  the  necessary  sidings,  five  times  tlie 
amount  of  tonnage  could  be  passed  over  a  single  ti-ack  that  is  now  pasi^ed  over  the 
present  road,  and  with  less  confusion. 

Where  the  different  proposcti  lines  strike  the  old  road,  passing  places  can  be  made, 
for  short  distan-ees,  at  a  trifling  expense,  and  where  the  old  road  is  used,  there  is  » 
a  double  track  already.     IJy  making  a  double  track  through  the  proposed  tunnel,  on 


16  REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER. 

line  No.  1  from  IloUidaysburg,  the  first  three  miles  would  be  double  track ;  the 
next  four  miles  single  track ;  then  a  passing  place  on  the  level  between  Plane  9  and 
10 ;  then  at  the  SAvitch,  four  miles  further  on ;  then  through  the  tunnel,  eight  and  a 
half  miles  further.  Then  at  the  foot  of  Plane  3,  nine  miles  from  tunnel,  and  three 
and  a  half  miles  further,  the  line  sti-ikes  the  long  level  between  Plane  1  and  2,  and 
continues  on  this  level  ten  miles;  then  four  and  a  half  miles  farther  on,  the  line 
strikes  the  Johnstown  level  two  miles  above  that  place.  By  adopting  this  mode,  one- 
third  of  the  expense  in  grading  would  be  saved,  and  one  track  of  the  road.  The  line 
should,  however,  be  located  for  a  double  track,  but  graded  but  fifteen  feet  in  width, 
except  where  it  would  be  economy  to  do  otherwise.  The  culverts  and  bridging 
should  also  be  located  with  a  view  to  a  double  track  whenever  the  business  of  the 
road  would  require  it.  Line  No.  2  would  have  an  equal  quantity  of  sidings  :  the  se- 
cond would  be  located  below  the  foot  of  Plane  8,  in  place  of  being  on  the  level  be- 
tween Plane  9  and  10.  Line  No.  3  does  not  connect  with  the  present  road,  from  where  it 
leaves  the  foot  of  Plane  10,  until  it  arrives  at  the  east  end  of  the  proposed  tunnel. 
Line  No.  4,  after  leaving  the  foot  of  Plane  10,  strikes  the  old  road  at  the  foot  of 
Plane  9,  and  then  intersects  with  the  other  lines  at  the  east  end  of  the  tunnel.  The 
relative  cost  of  the  different  lines  with  a  single  track,  as  proposed,  and  the  actual  an- 
nual saving,  will  stand  thus  ; 

Line  No.  1. — Maximum  Grade  Sixty  Feet. 

Cost   of  grading  and   masonry,   from  Duncansville   to   east   end  of 

tunnel  .....  ^485,00000 

Deduct  one-third  -  -  -  101,666  00 


8323,333  00 


Cost  of  sxiperstructure  (double  track)        -  -  §365,000  00 

Deduct  one-half  -  -  -  182,500  00 

182,500  00 

Cost  of  tunnel,  with  a  double  track  -  -  -  -  165,000  00 

Cost  of  grjiding  and  masonrv,  from  west  end  of  tunnel  to  point  below 
stone  viaduct  -    *        -  -  -  8210,000  00 

Deduct  one-third  -  -  -  70,000  00 

140,000  00 

135,000  00 


Cost  of  superstructiire     ...  -  ^270,000  00 

Deduct  one-half  -  -  -  135,000  00 


Cost  of  grading  and  masonrj',  from  point  below  stone  viaduct  to  point 

two  miles  above  Johnstown      ...  §85,000  00 

Deduct  one-third  -  -  -•  28,333  00 


Cost  of  superstructure     .  -  -  -  $85,000  00 

Deduct  one-half  -  .  -  42,500  00 


56,667  00 
42,500  00 


Total  cost  of  construction         .             -            -             -             -  §1,045,000  00 

Land  damages              -             -             -             -             -             -  3(1,000  00 

Engineering  and  incidental  expenses                 ...  50,000  00 

§1,125,000  00 

Estimate  of  Superintendent  of  Portage  Road,  for  expenses  and  repairs 

for  1851 §286,431  00 

Interest  on  §1,125,000,  at  6  per  cent.      -  -  §67,500  00 

Expenses  of  motiA-e  power,  cars,  trucks,  repairs  of  road,  &c.  136,625  00 

204,125  00 


Annual  saving  ..----  §82,306  00 


REPOKT  OF  ROBERT  FARIES,  CFV^IL  ENGINEER.  17 


Line  No.  2. — Maximum  Grade  Seventy. five  Feet. 

Cost  of  grading   and   masonry,  from   Duncansville   to   cast   end  of 

tunnel  .....  ?395,000  00 

Deduct  one-third  -  •  -  131,666  00 


Cost  of  superstructure  (double  track)       -  -  $285,000  00 

Deduct  one-half  -  -  -  142,500  00 


253,333  00 


142,500  00 


Cost  of  tunnel,  with  a  double  track  -  -  -  -  165,000  00 

Cost  of  grading  and  masonry,  from  west  end  of  tunnel  to  point  below 
stone  viaduct  ....  8210,000  00 

Deduct  one-third  -  -  -  70,000  00 


Cost  of  superstructure     ....  $270,000  00 

Deduct  one-half  -  -  -  135,000  00 


Cost  of  grading  and  masonry,  from  point  below  stone  viaduct  to  point 

two  miles  above  Johnstown      ...  o8 5,000  00 

Deduct  one-third  -  -  -  28,333  00 


Cost  of  superstructure  -  -  -  $85,000  00 

Deduct  one-half    ....  42,500  00 


140,000  00 
135,000  00 

56,667  00 
42,500  00 


Total  cost  of  construction  -  .  -  .  ^935,000  00 

Land  damages  -  -  -  -  -  -  30,000  00 

Engineering  and  incidental  expenses  .  -  _  50,000  00 


81,015,000  00 


Estimate  of  Superintendent  of  Portage  Road,  for  expenses  and  repairs 

for  1851  .......  8286,43100 

Interest  on  81,015,000,  at  6  per  cent.      -  -  860.900  00 

Expenses  of  motive  power,  cars,  trucks,  repairs  of  road,  &c.  j  36  943  00 


197,843  00 
Annual  saving  .  .  J  .  -  -  888,588  00 


Line  No.  3. — Maximum  Grade  Eijlity-five  Feet. 

Cost   of  grading   and  masonry,  from   Duncansville  to  e"'?t   en^    of 
tunnel  .....  83,  5,0lt0  00 

•*.    Deduct  one-third  -  -  -  101,666  00 


Cost  of  superstructure  (double  track)        -  -  8250,000  00 

Deduct  one-half  -  -  -  125,000  00 


203,333  00 


125,000  00 


Cost  of  tunnel,  with  a  double  track  ....  165,00000 

Cost  of  grading  and  masonry,  from  west  end  of  tunnel  to  point  below 

stone  viaduct  ....  8210,000  00 

Deduct  one-third  -  -  -  70,000  00 


140,000  00 


Carried  fbrwurd 8633,333  00 

1 


18  REPORT  OF  ROBERT  FARIES.  CIVIL  EXCirNKLK. 

Brought  forward      -  -  -  -  8633,333  00  4 

Cost  of  superstructure      -  -  -  -  $270,000  00 

Deduct  one-half  -  -  -  135,000  00 


Cost  of  grading  and  masonry,  from  point  below  stone  viaduct  to  point 

two  miles  above  Johnstown       .  .  .  ?85,000  00 

Deduct  one-third  -  -  -  28,333  00 

Cost  of  superstructure      -  -  -  -  885,000  00 

Deduct  one-half  -  -  -  42,500  00 


135,000  00  , 


56,067  00 
4£,500  00 


Total  cost  of  constructioH         -             -             -             -             -  1607,500  00 

Land  damages               ...---  20,00000 

Engineering  and  incidental  expenses                                -             -  40,000  00 

8927,500  00 

Estimate  of  Superintendent  of  Portage  Road,  for  expenses  and  repairs 

for  1851 8286,43100 

Interest  on  8927,500,  at  6  per  cent.  -  -  855,650  00 

Expenses  of  motive  power,  cars,  trucks,  repairs  of  road,  &c.  137,092  00 

^                            r         ;        ;                                               192,742  00 


Annual  saving  ..----  893,689  00 

Line  iVo.  4. — Maximum  Grade  Ninety-five  Feet. 

Cost   of  cradine  and  masonry,  from   Duncansville  to   east   end   of 

tunnel  -  -        '    -  -  -  S280,000  00 

Deduct  one-third  -  -  -  93,333  00 

Cost  of  superstructure,  (double  track)     -  -  220,000  00 

Deduct  one-half  -  -  -  -  HO  000  00 


186,667  00 


110,000  00 

Cost  of  tunnel,  with  double  track  -  -  '     .      ,-,  165,000  00 

Cost  of  grading  and  masonry,  from  west  end  of  tunnel  to  point  below 
stone  liaduct  -    '        -  -  -  8210,000  00 

Dediict  one-third  -  -  -  70,000  00 

Cost  of  superstructure      -  -  -  -  8270,000  00 

Deduct  one-half   -  -  -  -  135,000  00 

Cost  of  grading  and  masonry,  from  point  below  stone  viaduct  to  point 

^  two  miles  above  Johnstown      -  -  -  885,000  00 

Deduct  one-third  -  -  -  23,333  00 

Cost  of  superstructure      -  -  -  -  885,000  00 

Deduct  one-half  -  -  -  42,500  00 


140,000  00 
135.000  00 

56,667  00 
42,500  00 


Total  cost  of  construction ^^on  000  00 

Land  damages  -  -  -  -  -  "  In'nno  qn 

Engineering  and  incidental  expenses  -  -  -  4u,um^»u 

8895,834  00 


REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER.  19 

Estimate  of  Superiutendeut  of  Portage  road,  for  expenses  and  repairs 

for  1851  -  -  -  -  -  -  -  ^286  431  00 

Interest  on  ^895,834,  at  6  per  cent.  -  -  853,750  00 

Expenses  of  motive  power,  cars,  trucks,  repairs  of  road,  &c.  137,806  00 


Annual  saving  -  -  -  -  -  -  g»^375  00 

The  former  Superintendent  of  the  Portage  Railroad,  Thomas  J.  Power,  Esq.,  esti- 
mated the  value  of  the  old  materials,  from  thirteen  miles  of  the  road  that  would  be 
avoided,  by  dispensing  with  the  five  western  planes,  at  one  hundred  and  forty-nine 
thousand  nine  hundred  and  ninety  dollars.  Estimating  the  old  materials  on  the  same 
principle,  for  twenty-one  miles  of  the  old  road  that  will  be  avoided,  if  the  new  road  is 
made,  embracing  ten  inclined  planes,  depot,  and  riggers'  loft,  at  the  summit,  and  the 
estimate  will  stand  thus  : 

200  tons  of  plate  and  edge  rails  from  planes,  at  S25  per  ton           -  $5,000  CO 

170   do.    defective  edge  rails,  at  ^25  per  ton         -             -             -  4,250  00 

2,200   do.    edge  rails,  which  will  answer  to  replace  the  defective  rails 

on  such  parts  of  the  old  road  as  has  been  adopted  with  the 

new  lines,  at  $60  per  ton           .             -             -             -  112,000  00 

1,000   do.    cast  iron  chairs,  fit  for  use,  at  ^45  per  ton          -             -  45,000  00 

60   do.              do.         unfit  for  xise,  at  S15  per  ton          -             -  900  00 

20  stationary  engines,  at  82,500  each      -              -             -              -  59,000  00 

20  houses  and  lots,  at  the  planes,  at  §400  each                 -             -  8,000  00 

Depot  and  riggers' loft,  at  summit     .             -             -             -  1,500  00 

Miscellaneous  items                -             -             -             -             -  2;000  00 

S?248,650  00 


At  the  present  time,  there  are  seventeen  locomotive  engines  on  the  Portage  Road 
and  three  more  new  ones  will  be  required  for  the  business  of  the  present  year.  Ten 
first-class  engines  will  do  all  the  business  of  the  new  road  at  the  present  time,  with 
two  extra  engines  in  case  of  accidents,  making  twelve  in  all  :  this  will  leave  a  surplus 
of  eight  engines.  Eight  of  the  inferior  class  of  engines  now  on  the  road  has  been  esti- 
mated as  worth  sixteen  thousand  dollars;  which  added  to  two  hundred  and  forty-eight 
thousand  six  hundred  and  fifty  dollars,  the  value  of  the  materials  from  the  part  of 
that  old  road  that  would  be  abandoned,  makes  two  hundred  and  sixty  thousand  six 
hundred  and  fifty  dollars,  of  a  fair  item,  to  be  deducted  from  the  cost  of  the  new  road. 

It  has  been  suggested,  that  a  connexion  might  be  made  with  the  Central  Railroad, 
and  tne  one  road  used  in  common  across  the  mountain.  There  cannot  be  a  doubt^but 
that  it  is  correct  policy  for  the  Central  Railroad  Company  to  use  the  Portage  Rail- 
road, either  in  its  present  state,  or  in  an  improved  capacity,  until  the  business  of  their 
own  road  will  warrant  an  independent  line,  as  it  insures  to  them  most  of  the  advan- 
tages of  an  independent  road ;  but  for  the  State  to  tax  every  ton  of  goods  to  run  out 
to  Altona,  then  switch  on  to  the  main  line  of  the  Central  Road,  would  not  only  be 
imwise,  but  a  most  ruinous  policy  to  the  main  line  of  the  State  canal. 

If  the  higher  gradients  are  to  be  resorted  to  lines  No.  3  and  4,  both  offer  greater 
facilities,  being  cheaper  to  make,  and  more  direct  than  the  route  by  Altona. 

The  valley  of  Blair's  Run  affords  both  to  lines  No.  3  and  to  No.  4,  very  favorable 
ground  to  gain  a  position  to  swing  round  the  point  of  the  hill  opposite  Plane  No.  10, 
and  after  gaining  this  position,  there  is  one  continuous  range  of  ridge  and  munntains, 
to  run  along  to  Sugar  Run  Gap,  without  having  to  encounter  any  bridging,  and  no 
culverts  over  twenty  feet  space ;  wherea.*,  from  Altona,  by  the  route  of  the  Central 
Rnilroad,  the  de*p  gorges  formed  by  Kittaning  and  BGrgoons'  Run«,  and  the  smallci 
■"■■--  '■■  •  .  (hoiT).  have  t"  lif  crn.'«is«'d. 


20 


REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER. 


To  exhibit  tlie  relative  cost,  distance,  and  maximum  gradients  of  all  the  different 
lines,  from  the  intersection  of  the  Central  Railroad  Company's  branch,  with  the  Portage 
road  below  Duncansville,  to  the  west  end  of  the  tunnel,  I  have  prepared  the  follow- 
ing table. 


Cost  for  single  irack, 

Line. 

with  double  ■ratk, 

Distance. 

Maximum  Grade. 

•hrough  tunuei. 

No.  1. 

^670,823 

20t  miles 

60  feet  switch  line 

"  2. 

560,823 

17§      " 

75    " 

«  3. 

493,833 

15^      " 

85    " 

<'  4. 

461,667 

14        " 

95    " 

Altona  and 

Central  Railroad. 

1,281,000 

19J      " 

84J  "  switch  line. 

The  data  for  the  Altona  route  is  taken  from  the  second  annual  report  of  the  engi- 
neer of  the  Central  Railroad  Company,  which  is  embraced  in  the  third  annual  report 
of  the  directors,  except  the  estimate  for  the  tunnel ;  that  part  of  the  work  not  being 
estimated  separately,  I  put  it  at  the  same  price  per  foot  lineal,  as  the  price  from  the 
tunuei  for  the  other  lines. 

In  the  early  part  of  1852,  the  Central  Railroad  Company  have  strong  hopes  of 
having  their  line  west  of  the  mountain  completed  as  far  east  as  the  stone  viaduct. 

By  an  expenditure  of  ten  thcaisand  dollars,  their  road  could  be  connected  with  the 
Johnstown  Level,  which  would  obviate  the  necessity  of  making  the  four  and  a-half 
miles,  to  avoid  Plane  No.  1  at  the  present  time.  The  estimated  cost  of  the  four  and 
a-half  miles,  for  a  single  track,  is  one  hundi-ed  and  nine  thousand  one  hundred  and 
sixty-seven  dollars,  which  would  leave  after  deducting  ten  thousand  dollars  for  the 
connection,  ninety  nine  thousand  nine  hundred  and  sixty-seven  dollars.  The  actual 
sum  necessary  to  be  provided,  to  make  a  road  to  avoid  all  the  inclined  planes  on  th« 
Portage  Railroad,  according  to  the  plan  suggested,  would  be  for 


Line  No.  1. 

Estimated  cost  of  single  track-  .  .  .  - 

Deduct  value  of  materials  )        -  -  S248  650  00 

''        from  old  road         |       -  -  **        j 

engines  -  -  16,000  00 

amount  saved  by  adopting  line  of  Cen- 
tral Railroad,  at  Plane  No.  1  -  -    99,967  00 


u 


61,125,000  00 


Actual  amounL  required  for  line  No.  1 


8364,617  00 
6760,383  00 


Line  No.  2. 

Estimated  cost  of  single  track  .... 

Deduct  value  of  materials  from  old  road,  §248,650  00 

''       old  engines      .  -  -  -      16,000  00 

'*        amount  saved  by  adopting  line  of  Cen- 
tral Railroad,  at  Plane  No.  1  -  -      99,907  00 


Actual  amount  required  for  line  No.  2 


81,015,000  00 


864,617  00 
$650,383  00 


REPORT  OF  ROBERT  FARIES,  CIVIL  ENGINEER.  21 

Line  No.  3, 

Estimated  cost  of  single  track           -            -  .            .            .      §927,500  00 
Deduct  value  of  materials  from  old  road,  $248,650  00 
"       old  engines  -             -             .  .         16,000  00 
"       amount  saved  by  adopting  line  of  Cen- 
tral Railroad,  at  Plane  No.  1         -  -        99,967  00 


364,617  00 


Actual  amount  required  for  line  No.  3  -  -  -  -      $562,883  00 


Ldne  No.  4. 

Estimated  cost  of  single  track  .  -  .  .  .      $895,834  00 

Deduct  value  of  materials  from  old  road,  $248,650  00 

"       old  engines  ....         16,000  00 
"       amount  saved  by  adopting  line  of  Cen- 
tral Railroad  at  Plane  No.  1  -  -         99,967  00 


364,617  00 


Actual  amount  required  for  line  No.  4  -  -  -  -      $491,117  00 

Line  No.  1,  and  also  the  routes  by  Altona,  are  switch  lines. 

The  intersections  of  many  of  the  leading  lines  of  railroads  form  switch  lines.  The 
Harrisburg  Railroad  and  Cumberland  Valley  Railroad  forms  a  switch  line ;  the  Cum- 
berland Valley, and  York  and  Harrisburg;  the  Columbia  and  Harrisburg;  and  many 
more  that  might  be  named.  With  a  good  turn-table,  an  engine  and  tender  can  be 
turned  in  less  than  two  minutes,  and  for  a  freight  road,  a  switch  line  cannot  be  con- 
sidered very  objectionable,  particularly  when  heavy  obstacles  are  surmounted  by  their 
adoption,  and  at  a  materially  decreased  expense.  To  arrive  at  a  correct  decision  as  to 
the  relative  merits  of  the  different  lines,  the  whole  distance  between  Hollidaysburg 
and  Johnstown  must  be  taken  into  view;  the  question  then  to  be  determined  is  simply 
whether  a  line  with  a  low  gradient,  or  a  line  with  a  high  gradient,  should  be  adopted, 
in  case  the  work  is  undertaken.  If  the  business  of  the  road  is  to  increase,  one  or 
other  of  the  lines  with  the  low  gradient  should  be  adopted ;  if  it  is  supposed  that  thfs 
business  will  decrease,  there  would  not  be  so  strong  objections  to  one  of  the  lines  with 
the  high  grades.  A  line  with  a  continuous  grade  of  sixty-five  feet,  without  a  switch, 
is  not  impracticable,  but  it  would  be  somewhat  more  costly  than  either  of  the  other 
lines. 

In  all  the  arduous  duties  connected  with  the  survey,  I  have  been  ably  assisted  by 
D.  Mitchell,  Jr.,  Esq.,  and  P.  S.  Fox,  Esq.,  both  gentlemen  who  have  for  a  length 
of  time  been  engaged  in  the  profession. 

ROBERT  FARIES,  Civil  Engineer. 

Harkisburg,  January  29,  1851. 


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uNivERsrrv  of  illinois-urbana 


3  0112  068028650 


